Dumping-wagon.



No. 652,751 Patented July 3, I900. A. H. EGE.

DUMPINE WAGON.

(Application filed Dec. 30, 1899) (No Modal.) s Sheets$heet THE noams pzrzns co, PNOTO-LITHO0 WASNINGTON, o. c.

No. 652,757. Patented'luly 3, I900.

A. H. EGE.

DUMPING WAGON.

(Application filed Dec. 3 0, 1899.)

(No Model.)

3 $hoets$heet 2.

Tn: Mourns PETERS ca. wuofoumo. wnsumu'ron, n. c.

Patented'luly 3, I900.

A. H. EG E DUMPING WAGON. (Application med Dec. 30, 1569.

3' Sheets-Sheet 3.

(No Model.)

THE NORRIS runs 00., Wow-union WASHINGTON. n. c.

* mm STAIES PATENT FFICE; I

ALEXANDER H. EGE, on MECHANIOSBURG, PENNSYLVANIA.

DUMPlNG-WAGON.

SPECIFICATION forming part of Letters Patent No. 652,757, dated 11137 3, 1900. Application filed December 30,1899. Serial No. 712,048. (No model.)

To aZZ whom, it may concern.-

Be it known that I, ALEXANDER H. EGE, a citizen of the United States, residing at Mechanicsburg,in the county of Cumberland and State of Pennsylvania, have invented a certain new and useful.Improvementin'Dumpfront end only, if desirable, said mechanism being utilized'by means of a crank, a system of gearing,-and elevating-bars crossing each other transversely and hinged 0r swiveled together, each to each, operating from a common point of initial movement and by a continuous motion atwill, ashereinafterset forth.

In the drawings, Figure 1 is a side view of my improved dumping-wagon, showing the body elevated ready for dumping. Fig. 2 is an end view of Fig. 1, showing in addition also the chute attached to the spout of the body and arranged for side delivery. Fig. 3 is a top plan view showing the wagon-frame or truck with longitudinal centers of tr uck-. rails cut away to supply anopeningin which. the hoist levers rest, the fixed revolving shafts, cogged gearing, and stay-bars in place, the body, sills, and wheels being removed. Fig. t is alongitudinal detached side view of the cogged gearing, showing the brace-work or outer bearings for the support of the same, the mode of attaching the hoisting-chains to the revolving shaft, and theslots in which the ends of the supplemental lift-bars roll when extra high lift is required. Fig. 5 is a vertical longitudinal view of a modified form of stay-bars, parts beingbroken away. Fig 6 is a similar vertical section .of the double lift-bars, which are usedto elevate the body when loaded with excessive weights. Fig. 7 is a longitudinal sectional view of the chute and its supporting means, parts being broken away. Fig. 8 is a detail end view of the wagon-body, the chute being detached; and Fig. 9 is a detail view of a modified form of hoisting apparatus. To describe my invention in detail, I will designatethe wagon box or body in each of the figures of therdrawings by the letter A. I prefer to, make said body somewhat deeper in its rear end than front end for obvious reasons.

The framework upon which the wagon-body A rests consists, primarily, of the truck-rails B B, made, preferably, of wood and strengthened to support the superincumbent weight either by channel-plates or plain bars of metal, preferably of steel, extending over the whole or a greater part of the length of the said rails B B. If channel-plates be used, I prefer that the flanges of the same should be so placed on the rails as to extend vertically downward, the said rails filling the channels or longitudinal groovesthereof and securely fastened to the latter by bolts, rivets, or other efficient connections' If it be desirable to further'strengthen the said rails B B, as shown in Fig. 1, truss-rods are placed under the longitudinal centers of the same of a length more or less equal to the said truck-rails.

In the case of the. sills B B of the body A it is best to strengthen the same by the use of similar channel-plates fastened thereto with the flanges thereof extending downward, the

longitudinal grooves or gutters thereof being unfilled, as and for'a purpose hereinafter set It is seen that power to elevate the body A to the desired position for dumping is applied to the crank E, attached to the hub a of the pinion b, which is securely fastened to the short shaft 0. B and thedownwardlyeprojecting' plates PP are securely fastened' to the outerand inner verticalfac'es of said rails B B, as shown in Figs. 1 and 4, and keyed to or otherwise secured in place. By further reference to said figures it is seen that the pinion b meshes into the cogged periphery of the wheel F, fitted upon the long shaft D, journaled through the outer braces or supports M, the plates P Pcontiguous thereto, and also totheircoordinates on the opposite side of the wagon, in which said shaft D terminates; The sai'drwheel F by its revolution upon the said long shaft D ad- The contiguous truck-rail inits of the wrapping about the periphery of the latter chains G G, so attached thereto as to admit of their being wrapped thereabout in opposite directions, as and for the purpose hereinafter more fully set forth.

It is seen, as shown in Figs. 1 and 4, that the power used to elevate the body A by means of the said gearing is transmitted by the said chains G G or their equivalents andth eir connections to the levers orlifting-bars L L,|L L, L L L L and L L on the crank side of the wagon, as shown in Fig. 1,and their coordinate levers on the opposite side thereof, said levers being pivoted terminally and intermediately to each other and in the cases of L L and.

L L and their coordinates terminally to the body-sills and truck-rails, respectively, so as to separate an gularlyfrom or engage laterally with each other,eaeh to each,by what is known as the scissors or lazy-tongs movement, and thus by said movement alternately elevate and depress the said wagon-bodyat the will of the operator. In the present construction thelevers of the lazy-ton gs consist of two series of levers, the combined length of each series varying and being arranged in such manner that when the levers are separated the forward end of the wagon-body will be elevated in advance of the rear end, thereby causing the said body to incline downwardly from front to rear. It is further seen that in this alternate elevation and depression of said levers and as contributory thereto the levers LL and their coordinates on the opposite side of the wagon, as shown in Fig. 1, are furnished at their lower or truck ends and at their upper body ends with rollers r r and r 1 in the former case to admit of said ends rolling horizontallyforward or backward in the slots 3 s to the extent required, and in the latter case to admit of the said upper or body ends upon their rollers r 1' moving freely to and fro at a more or less incline in the channelgrooves of the channel-plates B 13 and their coordinates within the required limits, as the act of raising and lowering the body demands.

In the modified form of lifting mechanism illustrated in Fig. 9 chains are dispensed with and a toothed rack-bar O is employed, the teeth of which intermesh with those of the pinion 11 At its lower end the rack-bar is pivotally connected by means of a crosspiece L to the lower ends of links L which are in turn pivotally connected to the lower ends of the levers L L. \Vhen it is required to elevate a body of a larger than the average capacity, I propose to use double the number of lift-bars, as shown in longitudinal section in Fig. 6, but otherwise to adapt the same to the performance of their functions as in case of the single-bar intersections shown in Fig. 1. When it is not required to raise the body A to its greatest height, the lift-bars L L in Fig. 1 may be omitted. In this case the slots 3 s and rollers r r are not required, and therefore the same may be dispensed with. In order to give stability to the said engaging levers in the performance of their said function, particularly when it is desirable to elevate the body to an excessive height, I pivot to the forward ends of the truck-rails and diagonally to the forward ends of the bodysills, stay rods or bars H H, composed of the sections h 71/, said sections being so constructed as to engage telescopically with each other at their inner ends of contact, while their opposite or outer ends, in consequence of their pivoted connection with the said forward ends of the truck-rails and body-sills, are enabled to conform themselves to the different heights to which the body is elevated and at the required incline. Also when the bodyis at rest upon the truck-rails the said construction of the said sections admits of the latter assuming a horizontal position transversely with the body, as shown in Fig. 3. If still greater stability is desired than may readily be obtained by the use of the aforesaid stay-rods, said stability may obviously be increased by adding similar stay-bars to the rear end of the body-sills and truck-rails.

In the construction of mystay-bars II II, I prefer to make the ends of the sections it h that engage each other of box form, said box being open longitudinally,preferably of-rightangular clearance, and of suchdimensions as will conform in the main to the vertical crosssection of the plain part of the stay-rod II, that the latter may readily journal said longitudinal box-clearance for purposes of free telescoping, as shown in Figs. 3 and 5,'hereinbefore mentioned. I prefer said mode of telescoping the sections of my stay-bars II II on account of the economy and simplicity of such construction, as well as its efliciencyin operation. In some cases, however, it may be convenient to use the pipe form of sectional stay-bars, and therefore I do not restrict myself to the hereinbefore-described construction. It being evident also that the body while performing its necessary functions will be raised to and retained at different heights, according to the demands of delivery, I propose to accommodate the specific function of the stay-bars thereto. This I accomplish by locking the laterally-engaging sections it h thereof together, each to each,whcn the said bod y has been raised to the required elevation in any particular case. The most simple method of binding said sections together when so required is to journal through perforations previously pierced therein one or more pins provided for that purpose-means that not only prevent further elevation or depression of the body during the retention of said pins in place, but also give the required rigidity of support to the stay-bars cooperating with the said lifting-bars L L L L L and their coordinates in sustaining the body and its contents when elevated and in imparting increased stability thereto under the conditions of the discharge thereof. It is obvious that automatic means, such as a pawl, (see Fig. 5,) may be used as a locking device in connection with said oppositely moving and sliding sections. Said pawl 22, being swiveled to the one section and its grip 20 overlapping the same and dropping by gravity into cogsfll, wrought into the upper and longitudinal edge of the other laterally-engaging section, operates to lock the said sections of the stay-bars together as against the descent of the body, but passing over the cogs unobstructed when moving in the opposite direction. When it is necessary to have the body descend after the delivery of its load, the said pawl 22 is thrown back out of cog contact and retained therefrom by having its finger-piece weighted at its free end, whereby the line of gravity of the said pawl is brought to the rear of its swivel with its engaging stay-bar section, and hence while in this position is inoperative.

In the case ofthe, use of pipe-telescoping appliances,as stay-,bars,equivalent means for the locking of the sections each to each will obviously be needed, as and for the reasons hereinbefore substantially set forth.

The parts M M (shown in Figs. 1 and 2) are retaining-bars or rigid keepers whose function is to afford bearings of support to the hubs of the wheel F and the pinion b, said bearings, in connection with those of the housing-plates P P',hereinbefore mention ed,being necessary to sustain the reactionexerted by the said pinion and wheel in transmitting the power from the crank-lever to the subsequent appliances utilized for the elevation of the body.

For convenience in depositing the contents of the body I so construct the tail-board of the same as to secure two openings or doors therein of different dimensions in order that the said contents may be emptied either in mass or in intermittent and restricted quantities. In the formercase, as shown in Fig. 2, I divide said tail-board horizontally into unequal portions, the upper portion being stationary and the lower portion or door M hinging thereto, so as to admit of the latter being rotated upward at will when it is desired to supply an opening large enough for said mass delivery, in which case the spout, being rigidly attached thereto, goes upward therewith also by said upward motion. In the case of delivery in restricted and intermittent quantities and as preparatory thereto I locate about centrally of .said larger door a second opening and covering-door D, of the dimensions substantially of the receiving end of the spout.w,-that extends rear- Wardly therefrom, said spout being of convenient length and somewhat narrower at its point of delivery than at its receiving end. It is also seen that ingress to said spout is controlled by said small lift-door D, that is opened and closed at'will by the operator. At the free or delivery end of said spout w I attach a stirrup w for the support of the chuterod 19 hereinafter more fully described.

In such cases as it is not desirable to dump the contents of the body A directly from the spout to at a near pointof delivery,butat some point at a greater or less distance inaccessible by the'wagon; I propose to use a chute S, consisting of two or more longitudinal sections telescoping together, thence capable of being elongated at will to the desired length for convenient deposit. Also in such cases, as I am not able to deliver the contents of the wagon to a point accessible to the rear end thereof directly, owing to the fact that said point is only approachable at some angle, I so attach my chute S terminally to said spout w of the bodyA as to admit of the chute being swung to one side at the desired angle for the said delivery, as shown in Fig. 2. For this purpose I attach a bar or chute-rod 13 Fig. 7, or similar appliance to a convenient point on the under side of the body A at the front end or cross-sill thereof and so adjusted that it will slide to and fro longitudinally at will to a limited extent under the footboard of the same. The rear end of said bar 13 when drawn out to its limit of rearward thrust is of such length as will admit of its being bent back upon itself for a short distance and at its extremity curved into a hook so wrought as to adapt said extremity to rest securely by its own weight against lateral oscillation (except at will) at or in any one of the curved seats 10 10 or w ,(as the case may be) of the stirrup w, suspended at the free spout end, as hereinbefore set forth, but projecting beyond said stirrup to when drawn out to such an extent as will admit of the chute being swung around and 'at the same time afford full breadth of chute to receive the contents of the body when being discharged at, an angle laterally. To the front end of the chute I attachan eyebolt 0 of suflicient opening as to admit of its sliding freely therewith upon and to the extent of the length of the rod at or near the point at which said rod terminates at its free end in said hook, as above stated, said chute by its suspension from said eyebolt admitting of its being drawn out to its limit aforesaid, and thus admitting of the lateral movement of the free end thereof to any point desired at angular intersection with the line of the wagonbed, as hereinbefore mentioned.

The advantages that I claim in my improved dumping-wagon are evident from the description of the cooperating parts thereof, as hereinbefore set forth. First, the use of my diagonally-intersecting lift-bars, swiveling with each other, each to each, and terminally moving freely, enables me to attain very great height of body elevation combined with great rapidity of movementa combination that is of great value both in economy of time when it is required to deliver the contents of the body at a distance therefrom, notwithstanding intervening objects, such as fences and grass-plots, which make it impossible otherwise to deposit the load by gravity with the average length of chute heretofore in use. Also in consequence of my simplicity of construction and the strength of the constituent parts of my lifting apparatus I am able to reduce materially the disarrangement of the engaging parts thereof during the process of elevating the body for the delivery of its contents or in lowering the same after said delivery.

The benefits derived from the use of my adjustable stay-bars, operating either automatically or otherwise at will, are unrivaled in value both from the standpoint of safety in the support given to the body independent of the hoist apparatus and in the increased stability thereby afforded against the inequalities of road-surface, high winds, &c.

For the above reasons I materially reduce also the expense of the manufacture of the difierent parts that constitute the aforesaid complete structure.

I claim as my invention- 1. In a dumping-wagon, the combination of the body and truck frames, means for elevating the body-frame above the truck-frame, oppositely-disposed stay-bars pivotally connected to the truck and body frames adapted to lie normally transversely across the said frames, and means for locking said bars together to prevent the movement of one relative to the other, substantially as described.

2. In a dumping-wagon the combination with the body, the truck or supporting frame, of lifting-levers whose upper free ends roll, the one forward and the other rearward, in the channels of the body-sills, and whose lower free ends roll, the one forward and the other rearward in slots wrought in the truckrails, substantially as described.

3. In a dumping-wagon, the combination of the body and truck frames, means for elevating the body-frame above the truck-frame, oppositely disposed sectional telescoping stay-bars pivotally connected to the truck and body frames adapted to lie normally transversely across the said frames, and means for locking said bars together to prevent the movement of one relative to the other, substantially as described.

4. In a dumping-wagon, the combination of the body and truck frames, means for elevating the body-frame above the truck-frame, oppositely disposed sectional telescoping staybars pivotally connected to the truck and body frames adapted to lie normally transversely across the said frames, and means for automatically locking said bars together to prevent the movement of one relative to the other, substantially as described.

5. In adumping-wagon, the combination of the body and truck frames, two series of levers pivoted together to form lazytongs, means for guiding the upper and lower ends of two or more of the levers upon the truck and body frames, and mechanism for moving the levers to and from each other, substantially as described.

6. In a dumping-wagon, the combination with the body and truck frames, of stay bars or supports to the body at any point of elevation thereof, said bars consisting of two or more longitudinal sections telescoping together, one of said sections being provided with teeth and the other with a pawl adapted to interlock'therewith, as and for the purpose set forth.

7. In adumping-wagon, the combination of the body and truck frames, two series of levers pivoted together to form lazytongs, means for guiding the upper ends of one series of levers upon the truck-frame and the lower ends of the other series upon the bodyframe, mechanism for moving the second set of levers to and from each other, and adjustable means for maintaining the front end of the body-frame in a fixed elevated position, substantially as described.

8. In adumping-wagon, the combination of the body and truck frames, series of levers connected together to form a lazy-tongs, the upper and lower ends of two or more of the levers being adapted to slide longitudinally with respect to the truck and body frames, and means for positively moving the levers to and from each other, substantially as described.

9. In a dumping-wagon, the combination of the body and truck frames, two series of levers pivoted together to form lazytongs, one series of the said levers engaging the bodyframe and mechanism carried by the bodyframe for moving the levers to and from each other, the said mechanism comprising a rackbar connected to the levers, a gear-wheel intermeshing with the rack-bar, and means for rotating the gear to reciprocate the rack-bar, substantially as described.

10. In a dumping-wagon, the combination of the body and truck frames, two series of levers pivoted together to form lazy-ton gs and connected to the body and truck frames, the combined length of the levers of one series of levers being less than that of the other, and mechanism for moving the levers to and from each other, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

ALEXANDER II. EGE.

Witnesses:

H. S. MOHLER, M. G. MOHLER. 

